Cargo
Security
March 2005
Statement of Limitation
This booklet is intended as a guide only and as
such has been written as a plain language
summary to help you understand some of the laws
in British Columbia that affect cargo security. This
guide covers laws in force as of March 2005. You
should refer to the Motor Vehicle Act (MVA), the
Motor Vehicle Act Regulations (MVAR) and
National Safety Code Standard 10, Cargo
Securement (the standard) for a full statement of
the law. In the event of a conflict between this
booklet and any provision of the MVA, MVAR or
the standard, the MVA, MVAR and the standard
shall apply. The MVA, MVAR and the standard are
subject to change without notice.
Contents
Introduction .................................................................... 1
General Cargo Securement Requirements .................... 1
Inspecting Cargo ............................................................ 3
General Requirements for Tiedowns.............................. 3
Number of Tiedowns ...................................................... 4
Strength of Tiedowns ..................................................... 6
Determining Working Load Limit .................................... 7
Grades of Chain ....................................................... 7
Chain Connector Links ............................................. 8
Wire Rope ................................................................ 9
Webbing ....................................................................... 10
Bagged Products.......................................................... 11
Aggregate Material....................................................... 11
Front End Structures .................................................... 13
Strength.................................................................. 13
Height ..................................................................... 14
Width ...................................................................... 14
Penetration Resistance .......................................... 14
Marking/Identification.............................................. 14
Hanging Meat............................................................... 15
Grinding Balls............................................................... 13
Logs ............................................................................. 15
Vehicles Transporting Logs or Poles ...................... 15
Log Configuration ................................................... 16
Short Logs .............................................................. 16
Long Logs............................................................... 16
Inspecting Log Loads ............................................. 17
Building Products ......................................................... 17
Metal Coils ................................................................... 19
Paper Rolls .................................................................. 20
Concrete Pipe .............................................................. 20
Intermodal Containers.................................................. 21
Vehicles as Cargo ........................................................ 21
Roll-on/roll-off and Hook Lift Containers ...................... 22
Boulders ....................................................................... 23
Baggage and Cargo on Buses ..................................... 23
Introduction
The Motor Vehicle Act Regulations (MVAR) make it an
offence to operate a vehicle unless its cargo is
adequately secured. The MVAR specify requirements for
vehicles transporting logs or poles, covers for loose
loads, affixing and marking front end structures and
carrying luggage in buses. The MVAR also adopt the
cargo securement requirements outlined in National
Safety Code Standard 10 (the standard) as BC law. The
standard outlines general securement requirements that
apply to all types of cargo and requirements for certain
commodities. Unless otherwise specified, the general
cargo securement requirements apply in addition to the
commodity specific requirements.
Following these cargo security requirements should
ensure that cargo remains on a vehicle, without shifting,
when a driver brakes suddenly or changes direction
quickly to avoid an incident.
The information in this pamphlet is based on the
requirements outlined in Division 35 of the MVAR and
the standard. Carriers and drivers should refer to the
standard for further information on both the general and
cargo specific requirements. Copies of both the
standard and the MVAR can be obtained through the
Commercial Vehicle Safety and Enforcement Branch
website at www.th.gov.bc.ca/cvse.
Application
The MVAR and standard apply to all vehicles carrying
cargo on highways, regardless of the vehicle’s gross
vehicle weight. The requirements do not apply to:
General Cargo Securement
Requirements
All cargo on or within a vehicle must be secured so that
it cannot leak, spill, blow off, fall from, fall through or
otherwise be dislodged from a vehicle. Cargo must also
be secured so that it cannot shift enough to affect the
maneuverability or stability of a vehicle. Cargo means
all articles or materials carried by a vehicle, including
those used in the operation of the vehicle.
The chosen cargo securement system must be
appropriate for the cargo’s size, shape, strength and
characteristics. The securement system may include the
following components:
x vehicle structure
x blocking and bracing equipment, and / or
x securing devices, such as tiedowns.
The securement system must be able to withstand the
following forces:
x forward force of 80% of cargo weight
x rearward force of 50% of cargo weight
x sideways force of 50% of cargo weight, and
x upwards force of 20% of cargo weight.
The load on each component of the securement system
must not exceed the working load limit of the
component. Components of a cargo securement system
must not be damaged, cracked, cut or weakened.
Components must be in proper working order and fit for
the purpose for which they are used.
x vehicles on roads that are not highways, or
x vehicles crossing highways on highway crossing
permits.
1
2
Inspecting Cargo
Under section 3 of the standard, drivers must inspect
vehicles before driving to:
x confirm that equipment used in the vehicle’s operation
is secured
x ensure that cargo does not interfere with the safe
operation of the vehicle
x ensure that cargo does not interfere with exiting the
vehicle, and
x make any necessary adjustments to the cargo and
cargo securement system.
A driver must re-inspect the cargo securement system
within 80 km from the point where the cargo was loaded
and on a regular basis during the trip at the earliest of:
x a change in duty status of the driver
Edge protectors must be used where a tiedown could be
cut or subject to abrasion where it contacts cargo.
Wherever practical, tiedowns should be located inboard
of rub rails.
One long chain could be used as two tiedowns, provided
that each tiedown has an independent tensioning device
so that the failure of one tiedown application does not
result in failure of both.
Tiedowns exhibiting any of the following must not be
used for cargo securement:
1.52 m (5 ft) or shorter and
over 500 kg (1,100 lb)
2
x chain containing cracked welds or links
More than 1.52 m (5 ft) but
3.04 m or less
2
x chain containing bent, twisted, stretched or collapsed
links
Longer than 3.04 m (10 ft)
2 + 1 tiedown for every
additional 3.04 m (10 ft)
or part thereof
x chain links weakened by gouges, nicks or pits
x chain incorrectly repaired
x 240 km of driving
x knots in any portion of chain, wire rope or webbing
since the last inspection.
x spread or disturbed grabhooks
Drivers must find safe locations to pull off the highway
and inspect cargo. Drivers must record cargo
securement inspections on their daily logs.
x cuts, nicks or splits in nylon webbing
Except for steel strapping, tiedowns must be designed,
constructed and maintained so that a driver can tighten
them. Tiedowns must be taut and must not slip, loosen,
unfasten, open or release while a vehicle is in operation.
Minimum Number
of Tiedowns Required
1
x chain links obviously worn or showing other visible
evidence of loss of strength
General Requirements for Tiedowns
Article Description
1.52 m (5 ft) or shorter and
500 kg (1,100 lb) or lighter
x 3 hours of driving, or
A driver need not inspect cargo if the cargo is sealed
and the driver has been ordered not to inspect it, or if the
cargo is inaccessible.
Machinery or fabricated structural items that require
special methods of securement because of their size,
design, shape or weight are exempted from these
minimum tiedown requirements.
x wire cable with missing strands or wraps, or
x an anchor point which is weakened or shows loss of
strength due to cracks, breaks or distortion.
Number of Tiedowns
The table on the following page illustrates the minimum
number of tiedowns required if an article of cargo on or
within a vehicle is not prevented from forward movement
by a front end structure, a tiedown, other cargo or
another device, such as a drop on a step deck trailer.
EXAMPLE 1
A 1.21 m long article weighing 600 kg on a flat deck.
As the article is not prevented from forward movement
and it weighs more than 500 kg, two tiedowns are
required. If practical, the tiedowns should be equally
spaced along the article.
EXAMPLE 2
Two articles arranged on a flat deck. The first article is
butted against the vehicle’s bulkhead.
When cargo is prevented from forward movement the
minimum number of tiedowns required is one tiedown for
every 3.04 m (10 ft) of length or part thereof.
3
4
5
As it is prevented from forward movement by the
bulkhead, the first article requires only two tiedowns.
Since the second article is butted against the article in
front, it requires only one tiedown.
Strength of Tiedowns
If tiedowns are used to secure cargo, the aggregate
working load limit of the tiedowns must be at least 50%
of the weight of the cargo. The aggregate working load
limit is calculated by totaling ½ of the working load limit
for each end section of a tiedown that is attached to an
anchor point.
EXAMPLE 3
A 3.65 m long article weighing 600 kg on a flat deck
CHAIN CONNECTOR LINKS
Determining Working Load Limit
The working load limit of a tiedown is the lowest working
load limit among the tiedown components, anchor points
and associated connector or attachment mechanisms.
The working load limit of a component is determined by
referring to either the numeric working load limit or grade
marked on the component by the manufacturer. Where
the manufacturer does not mark a tiedown, the standard
includes tables of working load limits for various tiedown
materials including chain, synthetic webbing, wire rope,
manila rope, synthetic rope and steel strapping.
Requirements for some of these materials are
reproduced in the sections below.
The standard prohibits the use of unmarked tiedowns
after January 1, 2010.
GRADES OF CHAIN
Pear shaped missing links and double clevis links are
compatible with Grade 30 – short link (BBB) chains and
lower grades.
Alloy connecting links are
compatible with Grade 70
chains.
Quick connectors are not
suitable for any heavy duty
operation.
The standard includes the following table of working load
limits for various grades of chain.
The aggregate working load limit of the tiedowns must
be no less than 300 kg (50% of 600 kg). In accordance
with the table on the previous page, a 3.65 m long article
that is not prevented from forward movement requires
three tiedowns. Therefore, each tiedown must have a
working load limit of not less than 100 kg (300 kg ÷ 3).
If the only available tiedowns have a working load limit of
50 kg, then six tiedowns must be used.
However, if tiedowns rated at a working load limit of
200 kg were available, three tiedowns must still be used,
since the standard stipulates the minimum number
required as well as the minimum strength.
6
Size
Grade 3
Proof coil
Grade 43
High test
Grade 70 Grade 80 Grade 100
Transport
Alloy
Alloy
7 mm
(1/4 in)
590 kg
(1300 lb)
1180 kg
(2600 lb)
1430 kg
(3150 lb)
1570 kg
(3500 lb)
1950 kg
(4300 lb)
8 mm
(5/16 in)
860 kg
(1900 lb)
1770 kg
(3900 lb)
2130 kg
(4700 lb)
2000 kg
(5100 lb)
2600 kg
(5700 lb)
10 mm
(3/8 in)
1200 kg
(2650 lb)
2450 kg
(5400 lb)
2990 kg
(6600 lb)
3200 kg
(7100 lb)
4000 kg
(8800 lb)
11 mm
(7/16 in)
1590 kg
(3500 lb)
3270 kg
(5800 lb)
3970 kg
(8750 lb)
-
-
13 mm
(1/2 in)
2040 kg
(4500 lb)
4170 kg
(9200 lb)
5130 kg
5400 kg
6800 kg
(11300 lb) (12000 lb) (15000 lb)
16 mm
(5/8 in)
3130 kg
(6900 lb)
5910 kg
(11500 lb)
7170 kg
8200 kg
10300 kg
(15800 lb) (18100 lb) (22600 lb)
Chain
Marks
3
30
300
4
43
430
7
70
700
7
8
80
800
Chain hooks are generally
compatible with chain of the
same size and grade (i.e., 7
mm alloy grab hooks are
compatible with 7 mm alloy
chain).
Slip hooks are generally slightly
weaker than chain of the same
size and grade.
10
100
1000
8
WIRE ROPE
The following table must be used when determining the
working load limit of unmarked wire rope tiedowns.
DIAMETER
WORKING LOAD LIMIT
Millimeters
Inches
Kilograms
Pounds
7
8
10
11
13
16
20
22
25
1/4
5/16
3/8
7/16
1/2
5/8
3/4
7/8
1
640
950
1360
1860
2400
3770
4940
7300
9480
1400
2100
3000
4100
5300
8300
10900
16100
20900
Wire rope must be protected against damage, and the
following precautions are required:
x Dunnage or special brackets must be used to protect
wire rope where it contacts sharp edges. This also
protects the cargo from damage by the rope.
x Thimbles may be used when attaching hooks, chains,
clevises or similar devices to wire rope.
x If saddle and u-bolt cable clamps are utilized, the ubolt must be attached against the dead or free end.
x At least two saddle and u-bolt clamps must be used
for rope sizes up to and including 11 mm.
x If a winch-type tightening device is used, similar to that
shown below:
- the winch must be specifically designed for use with
wire rope, or
- the wire rope must be protected against cutting and
be anchored securely to the drum if the winch is
designed for webbing.
Care must be taken to ensure webbing is protected from
abrasive surfaces or sharp edges by using suitable
protectors. The figure below shows two types of
acceptable webbing protectors.
A twist in the webbing to prevent vibration due to wind is
acceptable.
Webbing
Synthetic webbing straps are acceptable for securing
lumber, building materials and other nonabrasive cargo.
Webbing may utilize winch tightening devices mounted
on the side of a vehicle in fixed positions, or an
adjustable installation where the winches are mounted
on a slide bar or track. An example of a winch tightening
device for nylon webbing is illustrated below. Other
acceptable tightening systems are also available.
x At least three saddle and u-bolt clamps must be used
on 13 mm wire rope.
As illustrated in the
figure on the right, a
hook end or other
metal fitting
permanently attached
to the webbing must
be used when
attaching the webbing
to a structural part of
the vehicle.
Bagged Products
Cement, fertilizer and many other products are
packaged in bags, and then stacked on pallets for
shipment. Interlocking the bags on the pallets and
wedging the pallets on the trailer is not sufficient. The
bags must be secured by tiedowns and dunnage (corner
boards).
Aggregate Material
If sideboards or tiedowns are not effective methods for
securing aggregate material, a cover must also be used
to ensure the cargo does not escape from the vehicle.
9
10
11
Section 35.06 of the MVAR requires the use of a cover
to secure cargo if both of the following conditions exist:
x The cargo is an aggregate material. In this case, the
term “aggregate material” is not restricted to rock,
gravel stone, or sand, but includes wood chips,
garbage, loose paper or any collection of small
articles.
x The load is likely to bounce, blow or drop from the
vehicle while in transit.
EXAMPLE 4
A dump truck carrying ¾” crushed stone in a 7.6 cubic
metre box with sideboards. Although the load is piled
such that the peak in the centre of the box is higher than
the sideboards, the stone along the sides of the box is
not up to the bottom of the sideboards.
Grinding Balls
HEIGHT
Grinding balls are typically carried on flat deck trailers
fitted with sidestakes and sideboards of adequate
strength fitted between the sidestakes and the grinding
balls. The sideboards must extend above the height of
the grinding balls. Depending upon their size, tarping
may also be required to prevent the balls from bouncing
off the truck.
Since the operator of a vehicle typically occupies a
space within 120 cm of the cab floor, the standard
requires a front end structure that is no shorter than the
shorter of:
Front End Structures
The standard defines a front end structure as a vertical
barrier across the front of a deck that prevents cargo
from moving forward. A cab shield is not considered a
front end structure.
Division 5 of Part 1 of the standard sets out a number of
requirements for front end structures used as part of the
cargo securement system. Section 35.07 of the MVAR
contains additional requirements for affixing and marking
front end structures. These requirements are outlined in
the sections that follow. They apply only when cargo is
in contact with the front end structure.
STRENGTH
Since there is no danger of stone bouncing out, a cover
is not required. Debris from the ledges on the outside of
the box and tailgate must be removed prior to setting
out. The tailgate must close tightly against the box so
that the load cannot escape through cracks.
EXAMPLE 5
The same truck now has a full load of paper, debris and
garbage. Since it is likely that the load will be blown out
of the box, a cover will be required.
12
Front end structures less than 1.83 m in height must be
able to withstand a static load of at least 50% of the total
cargo weight uniformly distributed over the front end
structure. If the front end structure is 1.83 m or taller,
then the structure must be able to withstand a static
force equal to 40% of the total cargo weight.
To assist the log-haul industry, a drawing package of a
log-haul bulkhead has been prepared which can be
constructed in a small fabrication shop. These drawings
are available free of charge from the Commercial
Transport Section (Weights, Dimensions & Load
Security). To request a drawing package, call
(250) 953-4026.
13
x 122 cm above the deck, or
x the height at which the front end structure prevents the
cargo from moving forward.
WIDTH
The width of a front end structure must be no narrower
than the narrower of:
x the width of the vehicle, or
x the width at which the front end structure prevents the
cargo from moving forward.
PENETRATION RESISTANCE
A front end structure must be able to resist penetration
by an article of cargo when the vehicle decelerates at a
rate of 6.1 m/s2. A front end structure must not have any
openings or gaps that would allow an article of cargo to
pass through.
MARKING/IDENTIFICATION
A front end structure must be attached according to its
manufacturer’s recommendations. A front end structure
must also be identified in one of the following two ways:
1. permanently marked with:
x its model number or serial number
x the name and address of its manufacturer, and
x its rated capacity for cargo weight.
14
2. identified by a copy of a letter, signed by the
manufacturer or a professional engineer and carried in
the vehicle, that certifies:
x its model number or serial number, and
x its rated capacity for cargo weight.
Hanging Meat
A pole, tri-axle or quad trailer may be secured to a truck
by one securement device of sufficient strength.
LOG CONFIGURATION
Division 1 of Part 2 of the standard sets out specific
requirements for securing logs and poles, including:
x logs must be solidly packed
Cargo must be secured so that it cannot affect the
operation of the vehicle by shifting or swaying. This
means that hanging meat must be properly secured.
Logs
Division 1 of Part 2 of the standard and section 35.06 of
the MVAR outline specific requirements for securing
logs. The following sections outline these requirements.
VEHICLES TRANSPORTING LOGS OR
POLES
Under section 29(1) of the standard, vehicles
transporting logs and poles must be equipped with
bunks, bolsters, stakes or other means of cradling the
logs.
Section 35.05 of the MVAR sets out additional
requirements for vehicles transporting logs or poles.
Stakes and stake extensions must form an angle of 90
degrees or less with the bunk cross member. Stakes
must be secured to the vehicle by one of the following
methods:
x by a method approved by a professional engineer
x by a pin and closed loop stake lines consisting of wire
rope at least 22 mm in diameter, or
x with properly welded gussets of adequate strength.
Stake extensions must be securely attached to the
stakes and bunks must be securely attached to the
vehicle frame.
15
x outer bottom logs must touch and rest solidly against a
bunk, bolster or stake
x each outside log in a stack should touch at least two
bunks, bolsters or stakes
x if one end of a log does not touch, it must rest on the
other logs in a stable manner and extend beyond the
bunk, bolster or stake
Alternatively, long longs on a frame vehicle may be
secured by two or more tiedowns used as wrappers to
encircle the entire stack of logs.
Logs transported by pole trailers must be secured by at
least one tiedown at each bunk or two or more tiedowns
used as wrappers that encircle the entire stack. The
front and rear wrappers must be at least 3.04 m apart.
The aggregate working load limit of tiedowns used to
secure each stack must be at least 1/6 of the weight of
the stack.
x upper logs that form the top of the load must be at
least level, but preferably crowned.
Chock blocks must be used to prevent shifting of logs
that have a diameter of more than 0.6 m. Large
diameter logs that rise above the bunks must be secured
to the underlying load with at least two additional
wrappers.
SHORT LOGS
INSPECTING LOG LOADS
Logs up to 4.9 m long loaded lengthwise on a flat deck
semi-trailer must be secured by at least two tiedowns.
Load encircling binders are not sufficient. If logs are
shorter than 3.04 m and blocked in the front and rear,
the logs may be secured by only one tiedown. The
aggregate working load limit of tiedowns used to secure
each stack must be at least 1/6 of the weight of the
stack.
Before a vehicle transporting logs enters a highway from
a private road, the driver must inspect the vehicle, the
logs and the securing devices to ensure compliance with
the standard. If required, the driver must make
adjustments and add more securing devices.
x the center of the highest log on each side or end must
be lower than the tops of the bunks or stakes, and
LONG LOGS
As illustrated in the figure on the following page, each
stack of logs longer than 4.9 m loaded lengthwise on a
frame or flatbed vehicle must be secured by at least two
tiedowns with an aggregate working load limit of at least
1/6 of the weight of the stack. Each outside log must be
secured by at least two tiedowns.
16
Building Products
Bundles of lumber, drywall, plywood and similarly
shaped building products must be secured in
accordance with the requirements set out in Division 2 of
Part 2 of the standard.
Side by side bundles must either be:
x placed in direct contact with one another, or
x prevented from shifting towards each other by
dunnage or blocking.
17
Bundles in two or more layers may be secured using a
variety of methods:
1. If blocked from lateral movement by stakes on the
sides of the vehicle, or by blocking or high friction
devices between tiers, bundles may be secured by
tiedowns laid over the top layer, with a minimum of
two tiedowns for bundles longer than 1.52 m. Proper
securement of bundles on a vehicle equipped with
stakes is illustrated below.
must be secured independently. This arrangement
of bundles is shown in the figure below.
Paper Rolls
Shipments of paper rolls weighing 2,268 kg (5,000 lb) or
more must be secured in accordance with Division 4 of
Part 2 of the standard.
3. Bundles may be secured by tiedowns over each layer,
with at least two tiedowns on each top bundle longer
than 1.52 m, as shown below.
Rolls loaded in sided vehicles require the use of
blocking, bracing, friction mats or tiedowns to prevent
sliding, tipping or rolling. Stacks of rolls require
additional securement to prevent significant movement
by upper layers. Rolls loaded on flatbed or curtain sided
vehicles require additional tiedowns. Transporters of
paper rolls should refer to the standard for detailed
securement requirements.
Concrete Pipe
2. If the bundles are placed directly on top of one
another, or on spacers of adequate size and
orientation, they may be secured by a combination of:
Securement of concrete pipe loaded crosswise on a
flatbed vehicle is governed by Division 5 of Part 2 of the
standard. The general cargo securement requirements
apply to concrete pipe transported in sided vehicles or
loaded with eyes vertical or lengthwise.
x tiedowns over the top layer
x tiedowns over the second layer, or at 1.85 m above
the trailer deck, whichever is greater, and
x tiedowns for other multiple layers not over 1.85 m
above the trailer.
For example:
x if there are two tiers of bundles, each over 1.85 m in
height, each tier must be secured by tiedowns in
accordance with the general cargo securement
requirements
x if there are three tiers of bundles and the bottom two
tiers exceed 1.85 m in height, all tiers must be
secured independently in accordance with the
general cargo securement requirements, or
x if there are three tiers of bundles and only the top
most tier exceeds 1.85 m in height, then the bottom
two tiers may be secured together and the top tier
18
Metal Coils
The standard outlines specific requirements for the
transportation of coils of rolled sheet metal where the
shipment of coils weighs 2,268 kg (5,000 lb) or more.
Coils transported with eyes vertical must be prevented
from tipping forward, rearward and sideways. Blocking,
bracing, friction mats or tiedowns must also be used to
prevent forward and rearward movement of vertical coils.
Coils transported with eyes crosswise or lengthwise
must be secured against rolling as well as against
forward and rearward movement.
Pipes of different sizes within one load must be grouped
together and secured separately. The front and rear
pipes in a single or bottom layer must be immobilized by
blocking, wedges, vehicle structure or other equivalent
means. Tiedowns are required through the front and
end pipes in order to firmly hold inner pipes in place. As
shown in the figure below, tiedowns must be placed both
lengthwise and crosswise over groups of small pipe that
are not individually secured by tiedowns.
Detailed requirements for securement of the various
possible configurations of metal coils can be found in
Division 3 of Part 2 of the standard.
19
20
Large pipes require additional tiedowns through
individual pipes. Detailed securement requirements are
outlined in the standard.
Intermodal Containers
Division 6 of Part 2 of the standard outlines securement
requirements for intermodal containers. Cargo within the
containers must be secured in accordance with the
general cargo securement requirements or, when
applicable, the commodity specific requirements.
Intermodal containers loaded on a container chassis
vehicle must be secured to the container chassis with
integral locking devices. These devices must ensure the
cargo does not move more than the maximum set out in
the standard. Chain is not an integral locking device but
may be used as an interim measure to secure an
intermodal container to a container chassis vehicle if the
integral locking device is damaged or missing.
Intermodal containers transported on other types of
vehicles must be secured to the vehicle by:
x chains, wire ropes or integral locking devices that are
fixed to all the lower corners, and / or
x crossed chains that are fixed to all the upper corners
with an aggregate working load limit of 50% of the
weight of the container. Securement points need not be
on the exact corners of the container.
Additional tiedowns may be required so that the
aggregate working load limit of all tiedowns is at least
50% of the cargo weight. Accessory equipment on
heavy vehicles, such as hydraulic shovels, must be
completely lowered and secured to the vehicle.
Stacked, flattened or crushed vehicles must be secured
using containment walls, tiedowns, or a combination of
these two methods. Tiedowns must have a working load
limit of at least 2,268 kg (5,000 lb) and must not be
synthetic webbing. Vehicles transporting flattened or
crushed vehicles must have equipment that prevents
loose parts falling from the load.
Roll-on/roll-off and Hook Lift
Containers
Generally, roll-on/roll-off and hook-lift containers are
carried on specially designed vehicles that are equipped
with an integral securement system. Where a container
is being transported on a vehicle without a functioning or
compatible integral securement system, Division 8 of
Part 2 of the standard specifies a number of securement
requirements.
Where a front stop or lifting device is missing, damaged
or incompatible with the securing devices on a container,
the container must be secured to the vehicle using
manually installed tiedowns that provide the same level
of securement as the component they replace.
Vehicles as Cargo
If the vehicle does not have an integral securement
system, the container must be:
In accordance with Division 7 of Part 2 of the standard,
vehicles with a GVW of less than 4500 kg must be
secured at both the front and rear with a minimum of two
tiedowns. A winch may be used as a front tiedown. The
general requirements for numbers of tiedowns do not
apply. Heavy vehicles that weigh more than 4500 kg
must be restrained by a minimum of four tiedowns, each
with a working load limit of at least 2,268 kg (5,000 lb).
x blocked against forward movement by the lifting
device, stops or another restraint mechanism, such as
a chain
21
22
x secured to the front of the vehicle by the lifting device,
or another securing device, to prevent sideways and
vertical movement, and
x secured to the rear of the vehicle using:
- a tiedown attached to the vehicle chassis and the
container. This tiedown may be attached to one rail.
- 2 tiedowns installed lengthwise, each securing one
side of the container to one of the vehicle’s side rails
- 2 hooks, or
- equivalent mechanisms.
The same device may be used for securing the container
to the front and rear of the vehicle.
Boulders
Boulders that weigh more than 5,000 kg, or have a
volume greater than two cubic metres, must be secured
as outlined in Division 9 of Part 2 of the standard when
transported on a flatbed vehicle or a vehicle that is not
specifically designed for transporting boulders.
A boulder must be placed with its flattest or largest side
on the deck and must be supported by at least two
pieces of hardwood blocking or in a crib. At least two
chains must be used to secure the boulder to the
vehicle. Non-cubic shaped boulders with unstable bases
require additional tiedowns.
Baggage and Cargo on Buses
Section 35.09 of the MVAR places strict limits on the
transportation of cargo or baggage in the passenger
compartment of buses. Cargo must be carried:
x in overhead racks adequately designed and
constructed, and equipped with an elastic rope or
cord, doors, or a rigid vertical edge equal to 1/2 the
height of the remaining opening
x stowed under the seats and against a barrier which
prevents forward movement
x in a separate compartment enclosed on all sides, or
x on a passenger's lap.
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Under no circumstances may baggage or other cargo
block or intrude on any aisle or exit.
In addition, a bus must not be loaded in a way that:
x obscures the driver's view to the front, left or right
x obstructs access to emergency equipment
x interferes with the movement of the driver's arms or
legs, or
x hinders the safe operation of the bus.
For more information, please contact the nearest
weighscale in your area.
Website: www.th.gov.bc.ca/cvse
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MV4112 (032005)